Rail vehicle



Feb. 26, 1929. 1,703,462

. F. TITTELBACH RAIL VEHICLE Filed Sept. 16, 1927 .FIC-3.1.

FIG.

TTOPNE'KS' Patented Feb. 26, 1929.

gUNITED STATESy 1,103,462 gPATENT oI-frlcE,

.FRITZ TITTELBACH, OF NEUODERNITZ, NEAR NIESKY, (irlilRltllANY,` ASSIGNOR TO CHRISTOPH & UNMACK ACTIEN-GESELLSCHAFT, OF NIESKY, GERMANY.

RAIL VEHICLE.-

Application filed September 1G, 1927, Serial No.y 219,830, and vin Germany september 29, 1926,

'llxperience` in railway operation has shown that 1n case of derailmcntsor collisions of trains, the usual construction of the railway carriages, especially of the .s-called' 5 corridor-carriages, is not of sufficient rigidity in longitudinal direction, and 1n consequence of this in case of derailmcnts or collisions a telescop-ing" of' the carriages will fre-v frame or skeleton according to my invention is formed by two under andnpper girders which are connected witheach other by means ofspecialconnecting or re-inforcing members, such as for instance vertical pillars and horizontal transoms which are properly connected with said girders so as to resist bending strains as much as possible. This body frame or skeleton forms a unitary structure extending between the rear and front wall of the railway carriage in. such a manner that the under girders are positioned within theunder frame and the up per gil-ders within the roof ofthe carriage.

ton, therefore, provides twov longitudinally extending girders of specificl construction which are competent to impar-t to the carrlage a far greater reslstlvity against strainsV 4 imposed thereiny in longitudinal direction, that is against the impacts which are due to collisions or the like, than had heretofore been possible by the usual construction with longitudinal girders provided 'solely in the under frame of the carriage.' In contradistinction to the known constructions of railway carriages, the outer wall of a carriage which is constructed according to this invention serves onl' to a very limitedxtent as a support, and tlie strains which are imposed upon the carriage in case of derailments, collisions or-the like will be essentially taken` up by the aforementioned` body frame or skeleton. The supporting members for the lateral walls according to this The above-mentioned body frame or skelei vention, Fig

invention project laterally from the said body frame or skeleton.

.Theupper and the under girder may be constructed in any desired manner, and may consist, for instance, of profiled iron or itmay be constructed as a plate-girder or as a frame-Work girder. The upper girders may be positioned within the cleaij story, or ifl suchis not present within the outer roof and an especially provided inner roof.

In case of corridor-carriages having the corridor provided at the side of the carriage the re-inforcing frame work body for the carriage may be so arranged that the one supporting wall will bel positioned in the plane of the interior lateral wall of the corridor and the other supporting wall may then be arranged symmetrically thereto. The connecting members arev positioned within the partition walls which form the several compartments of the carriage.

These connecting members may thereby be formed as independent columns or they may consist of plate girders from which .door sashes or the like may be cut out.

In case of carriages of especial construction such as for instance hospital or ambulance carriages a still increased safety may be provided by the arrangement of a protectlve cell at the rear and` front end of the carriage. These protective cells are thereby formed by a wall of sheet metal whiehis provided intermediate thecorners and two intermediate longitudinal frames whichr serve as a reinforcement against the pillar's forfthe rear and front wall and the under girders of the body frame or skeleton.

The drawing shows several constructional forms of a frame body or skeleton for railway carriages according to my invention. Fig.' 1 is a diagrammatic perspective view of a frame body or skeleton according to my. invention, 2 an .arrangement similar to Fig. 1 in connection with two protective cells, Fig. 3 a longitudinal section through` a carriage constructed according to my in-4 4 the plan view appertaining to Fig. 3, ig. Y5 a cross-section taken on Fig. 3 and Fig. 6 a similar' cross-section showing a detail of'a modified construction.

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The bodyl frame' consists .of two lunder one hand with vertical pillars b and b1, which may for instance consist of channeliron. These pillars are so distributed that they are positioned within the walls intermediate'the several compartments of the carriage as shown in Fig. 4. The upper ends of the pillars b and b1 are connected to the upper girdersr c and c1, which in connection with the .construction shown in Fig. 5 serve simultaneously for Lforming the clear story of the'carriage.

The upper girders likewise pass all over the length of the carriage and are down- Wardly bent in the usual manner near the front and rear wall of the carriage. At this place the upper girders are connected to the front and rear pillars (Z and d1 which may, for instance, be made of an iron bar having Z-shaped cross-section, in order to provide an especially solid connection. These pillars of Z-shaped cross-section maybe used at the same' time as a connecting member for the gang'way-bellows. The carriage, as seen in plan-view, is of the usual form tapering towards 'the ends,

as shown in Fig. 4, the middle part of the carriage lbeing of 'rectangular form. According to Fig..2J especial re-inforcing walls e are provided at rthe rear and front partsof the carriage in order .to form special protective cells at the rear and front ends of the carriage near 'the rear and front walls of the rectangular part of the carriage. These reinforcing walls which mayA be provided with door-sashes or the like serve to augment the rigidity of the carriage at these places. The walls e serve simultaneously for the connection of further intermedia-te longitudinal frames f and f1 which extend from the walls e towards the front and rear ends of the carriage. The walls e therefore will provide at these places an additional re-inforcement, which vis especiallywell adapted to protect t-he carriage against destruction in case of collisions.

Fig. 1 shows at one endlof the carriage the usual doublefbuifer system and at the other end a smgle buil'er together with the mode oifconnection for 4either 'of these buffer con- System of buffers.'

.A s above mentioned, Figs. 3 to 5 show a carriage with a clear story. In Fig. 6 a modified construction isshown whichcomprises a double roof such as is frequentlyA used in railway carriages. In this case thev upper girders c and c, are positioned inter- "plurality of adjacent cells, said frame. body including an under girder positioned in the under frame of said vehicle, an upper girder arranged in the roof of the vehicle, and per endicular connectin members between sai under and upper glrders, the width of said frame body being smaller than the width of the vehicle so that the sides of the frame arefpositioned inwardly a certain dispnlce apart from the outer walls of the ve- 2. A corridor carriage for railways, comprising a frame body forming a closed structure and consisting of a plurality'of -cells adjacent to each other .in longitudinal direction of the caiage; an under girder and an upper girder, both forming part of said frame body and bein positioned in the under frame and in t e roof of said carriage, respectively; vertical pillars forming part of said frame body and positioned intermediate said under and said upper girder; said under girder, saidupper girder and said pillars being ositioned in the plane of the interior corri or wall of said carriage; and transoms intermediate the points of union) of said girders with said pillars.

3. A corridor carriage for railways, as specified by claim'2, wherein an additional system of an under and upper girder and vertical pillars is arranged at a plane' which is positioned symmetrically to the other systcm which comprises an under and upper girder, Ipillars and transoms.

4. A railway carriage as specied by claim 1, wherein the upper girder is ositioned within the clear story of the carriage.

.- 5. A railway carriage as specified by claim '1, having a double-roof, and upper girders positioned between the under and n'upper part of said double roof.

6. A railway carriage, as specified byl claim 1, having a re-inforcing cell provided at either end of the carriage, said r'c-inforcing cells including a wall of sheet metal extending transverselythrough the carriage In testlmony whereof I have hereunto af- .l

fixed lmy signature.,

FRITZ 'rrrfELBACHl `and a pair of additional lframes positionedl 

